JP2010216597A - Power transmitting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmitting device capable of efficiently transmitting power of a motor and enabled to be miniaturized. <P>SOLUTION: This power transmitting device 1 can change the speed of rotation input from a motor 121 to two stages of equal speed and reduced speed, and the motor 121 can be used in an efficient rotation region in a wide vehicle speed range from a low speed to a high speed, and thereby the power of the motor 121 can be efficiently transmitted. If the motor 121 can be used in an efficient rotation region in a wide vehicle speed range, a high-output motor is unnecessary, and by a space for the high-output motor, an increase of dimension of the device with an increase of output of the motor can be avoided to miniaturize the device. In comparison with the structure that a multiple disc clutch is connected/disconnected to change the speed of input rotation, a hydraulic system for connecting/disconnecting the multiple disc clutch is unnecessary, and structure can be simplified and miniaturized. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a power transmission device that transmits power of a motor, and more particularly to a power transmission device that can efficiently transmit power of a motor and can be downsized.

  Conventionally, as a power transmission device that transmits the power of a motor, for example, Non-Patent Document 1 discloses a rear unit that decelerates input rotation from a motor by a reduction gear in a drive system of a hybrid vehicle.

  Non-Patent Document 2 discloses a transmission that shifts input rotation from a motor in two stages by a planetary gear device by engaging and disengaging two multi-plate clutches. According to the transmission disclosed in Non-Patent Document 2, since the input rotation can be shifted in two stages, the motor can be used in an efficient rotation range in a wide vehicle speed range from low speed to high speed. Power can be transmitted efficiently.

“SAE Paper” No. 2002-01-1043 “SAE Paper” No. 2007-01-4122

  However, since the rear unit disclosed in Non-Patent Document 1 cannot decelerate the input rotation by simply decelerating the input rotation, when the motor is controlled in a wide vehicle speed range from low speed to high speed, the motor has an efficient rotation range. This makes it difficult to use the motor and the motor power cannot be efficiently transmitted. In addition, since the input rotation cannot be changed, a high-output motor is required to use the motor in an efficient rotation range in a wide range of vehicle speeds. There was a problem of inviting.

  On the other hand, in the transmission disclosed in Non-Patent Document 2, although the above-mentioned problems can be solved, since the multi-plate clutch is engaged and the input rotation is changed, a hydraulic system for engaging and disengaging the multi-plate clutch is required. However, there is a problem that the structure is complicated and the apparatus is enlarged. In addition, it is difficult to turn on and off the two multi-plate clutches. If the two multi-plate clutches are both disconnected, the transmission of power is cut off, causing a motor rotation increase and a shock at the time of shifting. If the clutches are connected at the same time, the planetary gear unit may double mesh and the transmission may be damaged. Further, energy loss is caused by the amount of heat energy released when the multi-plate clutch is connected.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a power transmission device that can efficiently transmit the power of the motor and can be downsized.

  In order to achieve this object, a power transmission device according to claim 1 includes an input shaft to which power of a motor is input, a planetary gear device to which the power is transmitted from the input shaft, and the planetary gear device to An output shaft to which power is transmitted, and the planetary gear device includes a sun gear that rotates when input rotation from the motor is transmitted, a plurality of planetary gears meshed with an outer periphery of the sun gear, and the plurality of planetary gears. A ring gear that is meshed and configured to be rotatable about the rotation center of the sun gear; and a carrier that supports the plurality of planetary gears and is rotated about the rotation center of the sun gear to transmit the input rotation to the output shaft. When the motor rotates forward, the input rotation is transmitted from the input shaft to the carrier, and the A first clutch configured to be capable of interrupting transmission of the input rotation from the force shaft to the carrier, and the input rotation from the input shaft to the carrier by the first clutch when the motor rotates forward. The ring gear is controlled when the rotation of the ring gear is restricted while the motor rotates in the forward direction and the input rotation is transmitted from the input shaft to the carrier by the first clutch. A second clutch for releasing the restriction of rotation of the inner ring, the first clutch having an outer peripheral surface having a circular cross section and being configured to be rotatable about an axis, and facing the outer peripheral surface of the inner ring An outer ring having an inner peripheral surface having a circular cross section and configured to be rotatable about the axis, and an engagement surface in contact with the outer peripheral surface and the inner peripheral surface, respectively, and the outer peripheral surface and the inner A plurality of sprags arranged in the circumferential direction between the opposing surfaces, a cage that holds the sprags so as to be tiltable in the circumferential direction of the outer peripheral surface and the inner peripheral surface, and imparts a biasing force to the sprags. A biasing member that tilts the sprag in the circumferential self-locking direction so that the engagement surface is in contact with the outer peripheral surface and the inner peripheral surface, and the sprag against the biasing force of the biasing member. And a load applying device that tilts the sprag in a direction opposite to the self-locking direction and opposite to the circumferential self-locking direction.

  The power transmission device according to claim 2 is the power transmission device according to claim 1, wherein the load applying device of the first clutch is operated, and the input rotation is transmitted from the carrier via the sun gear and the planetary gear. While transmitting to the output shaft, the load applying device of the first clutch is deactivated, and the input rotation is transmitted from the carrier to the output shaft.

  The power transmission device according to claim 3 is the power transmission device according to claim 1 or 2, wherein reverse power is input to the output shaft so that the output shaft rotates forward. A third clutch for transmitting from the carrier to the input shaft is provided.

  The power transmission device according to claim 4 is the power transmission device according to claim 3, wherein the third clutch transmits the input rotation from the input shaft to the carrier when the motor rotates in the reverse direction. In addition, the second clutch is constituted by the switching clutch, and is configured to be able to release the restriction on the rotation of the ring gear when the motor rotates in the reverse direction.

  The power transmission device according to claim 5 is the power transmission device according to any one of claims 1 to 4, wherein reverse power is input to the output shaft so that the output shaft rotates reversely. By deactivating the load applying device for one clutch, the reverse power is transmitted from the carrier to the input shaft by the first clutch, and at the same time, the rotation of the ring gear is restricted by the second clutch.

  According to the power transmission device of the first aspect, when the load applying device of the first clutch is inactivated while the motor is rotating forward, the sprag is moved in the self-locking direction by the urging force of the urging member. By tilting and engaging the sprags with the inner and outer rings, the input rotation from the motor is transmitted from the input shaft to the carrier. In this case, the restriction of the rotation of the ring gear is canceled by the second clutch, so that the input rotation transmitted to the carrier is transmitted to the output shaft while the speed is constant.

  On the other hand, when the load applying device of the first clutch is operated, the sprags tilt in the anti-self-locking direction against the biasing force of the biasing member, and the engagement of the sprags with the inner ring and the outer ring is released. As a result, transmission of input rotation from the input shaft to the carrier is interrupted. In this case, the rotation of the ring gear is restricted by the second clutch, so that the input rotation transmitted to the sun gear is decelerated by the planetary gear and transmitted to the output shaft via the carrier.

  Therefore, since the input rotation from the motor can be shifted in two steps of constant speed and deceleration, it becomes possible to use the motor in an efficient rotation range in a wide vehicle speed range from low speed to high speed, and the motor power can be efficiently used. There is an effect that it can be transmitted.

  In addition, if it becomes possible to use the motor in a wide range of vehicle speeds in an efficient rotation range, a high-output motor is not necessary, and the size of the device accompanying the increase in motor output is avoided accordingly. There is an effect that downsizing can be achieved.

  Further, compared with the conventional configuration in which the multi-plate clutch is intermittently engaged and the input rotation is changed, a hydraulic system for intermittently engaging the multi-plate clutch is not required, and the structure is simplified and the size is reduced. There is an effect that can be. Furthermore, in the case of a configuration in which the multi-plate clutch is intermittently connected to change the input rotation, heat energy is released when the multi-plate clutch is connected, resulting in energy loss. The multi-plate clutch is not required and energy loss is prevented. There is an effect that can be.

  In addition, since the first clutch performs switching of transmission and cutoff of input rotation by tilting the sprag, compared with the configuration in which switching is performed by moving the sprag, the amount of time required for switching can be reduced by reducing the amount of operation of the sprag. The effect is that it can be shortened and switching can be performed quickly. Furthermore, if the switching can be performed quickly, the inner ring and the outer ring do not run idle until the input rotation is transmitted from the blocked state, and the effect of preventing a shock during rotation transmission can be prevented. is there.

  According to the power transmission device according to claim 2, in addition to the effect of the power transmission device according to claim 1, complicated control is not required by switching between operation and non-operation of the load applying device of the first clutch. In addition, there is an effect that the input rotation can be changed. Therefore, compared with the conventional configuration in which two multi-plate clutches are intermittently connected to shift the input rotation, it is possible to realize a smooth shift without interruption of transmission of power and to prevent double meshing of the planetary gear device. can do.

  According to the power transmission device of the third aspect, in addition to the effect of the power transmission device of the first or second aspect, when reverse power is input to the output shaft so that the output shaft rotates forward, Since the third clutch for transmitting power from the carrier to the input shaft is provided, the power transmission state for transmitting the power of the motor to the output shaft without switching the operation and non-operation of the load applying device of the first clutch, and the output There is an effect that the power transmission state in which the reverse power input to the shaft is transmitted to the motor can be switched. Therefore, the control for switching the load applying device of the first clutch can be made unnecessary, and a shock at the time of switching the power transmission state can be prevented.

  According to the power transmission device of the fourth aspect, in addition to the effect of the power transmission device according to the third aspect, when the motor is rotating in the reverse direction, the input rotation from the motor is carried out from the input shaft to the carrier by the third clutch. Is transmitted to. In this case, the restriction of the rotation of the ring gear is canceled by the second clutch, so that the input rotation transmitted to the carrier is transmitted to the output shaft while the speed is constant. Therefore, when the motor rotates in the reverse direction, there is an effect that the input rotation from the motor can be transmitted at a constant speed.

  According to the power transmission device of the fifth aspect, in addition to the effect of the power transmission device according to any one of the first to fourth aspects, when reverse power is input to the output shaft so that the output shaft rotates in reverse. In addition, there is an effect that the planetary gear device can be double-engaged. Therefore, for example, when the vehicle is stopped on an uphill, the vehicle can be prevented from retreating without operating the side brake or controlling the motor so as to obtain the necessary driving force. In addition, when the vehicle moves forward from a state where the vehicle has stopped climbing, the vehicle can be started only by driving the motor.

It is the schematic diagram which showed typically the vehicle by which the power transmission device in one embodiment of this invention is mounted. It is the schematic diagram which showed typically the internal structure of a power transmission device. It is sectional drawing of a 1st clutch. It is sectional drawing of the 1st clutch in the IV-IV line of FIG. It is the elements on larger scale of the 1st clutch which expanded and showed the part shown by V of FIG. It is the schematic diagram which showed typically the internal structure of a power transmission device. It is the schematic diagram which showed typically the internal structure of a power transmission device. It is the schematic diagram which showed typically the internal structure of a power transmission device. It is the schematic diagram which showed typically the internal structure of a power transmission device.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing a vehicle 100 on which a power transmission device 1 according to an embodiment of the present invention is mounted. Note that arrows FB and LR in FIG. 1 indicate the front-rear direction and the left-right direction of the vehicle 100, respectively.

  First, a schematic configuration of the vehicle 100 will be described. As shown in FIG. 1, the vehicle 100 drives a front unit 110 that drives a front wheel 101 (left front wheel 101FL and right front wheel 101FR) and a rear wheel 102 (left rear wheel 102BL and right rear wheel 102BR). The rear unit 120 is configured to be able to drive the front wheel 101 and the rear wheel 102 independently of each other.

  The front unit 110 mainly includes an engine 111 and a motor 112 as a power source, and a power transmission device 113 that transmits the power of the engine 111 and the motor 112 to the front wheels 101. The front unit 110 supplies two powers of the engine 111 and the motor 112. The front wheel 101 can be driven by properly using it.

  The rear unit 120 mainly includes a motor 121 as a power source and a power transmission device 1 that transmits the power of the motor 121 to the rear wheel 102, and the motor 121 is controlled according to the driving torque of the front wheel 101. Thus, the rear wheels 102 can be driven so that the driving torques of the front wheels 101 and the rear wheels 102 can be distributed appropriately according to the traveling state of the vehicle 100.

  Further, the rear unit 120 is configured such that the motor 121 also has a function as a generator, and the electric power generated by the motor 121 can be regenerated.

  Note that the vehicle 100 may be configured by only the rear unit 120 without the front unit 110. In this case, the front wheel 101 may be driven by the rear unit 120.

  Next, a detailed configuration of the power transmission device 1 will be described with reference to FIG. FIG. 2 is a schematic diagram schematically showing the internal structure of the power transmission device 1. In FIG. 2, only the configuration that bears the function of transmitting power is shown for easy understanding.

  As shown in FIG. 2, the power transmission device 1 includes an input shaft 2 to which power of the motor 121 is input, a planetary gear device 3 to which power is transmitted from the input shaft 2, and power from the planetary gear device 3. The output shaft 4 to be transmitted, the first clutch 10, the second clutch 20, and the third clutch 30 are mainly provided.

  However, in the present embodiment, as shown in FIG. 2, the power transmitted to the planetary gear device 3 is transmitted to the output shaft 4 via the differential device 5, and the power transmitted to the output shaft 4 is the power. It is configured to be output to the outside of the transmission device 1 and transmitted to the rear wheel 102.

  The differential device 5 is a device for absorbing the rotational difference between the left and right rear wheels 102BL and 102BR, and the configuration thereof is well known (for example, Japanese Patent No. 4024897), and thus detailed description thereof is omitted.

  The planetary gear device 3 is a gear train for decelerating the input rotation from the motor 121. As shown in FIG. 2, the planetary gear device 3 meshes with the sun gear 3s to which the input rotation from the motor 121 is transmitted and the outer periphery of the sun gear 3s. The plurality of planetary gears 3p, the ring gear 3r meshed with the plurality of planetary gears 3p, and the carrier 3c that supports the plurality of planetary gears 3p.

  In addition, the planetary gear device 3 is configured such that the ring gear 3r is rotatable around the rotation center of the sun gear 3s, and the carrier 3c is rotated around the rotation center of the sun gear 3s to output the input rotation from the motor 121. The shaft 4 can be transmitted.

  The first clutch 10 transmits input rotation from the motor 121 to the carrier 3c from the input shaft 2 when the motor 121 rotates in the forward direction, while blocking transmission of rotation from the carrier 3c to the input shaft 2. Transmission of input rotation from the shaft 2 to the carrier 3c is configured to be cut off.

  Here, with reference to FIG.3 and FIG.4, the detailed structure of the 1st clutch 10 is demonstrated. FIG. 3 is a cross-sectional view of the first clutch 10, and FIG. 4 is a cross-sectional view of the first clutch 10 taken along line IV-IV in FIG.

  As shown in FIGS. 3 and 4, the first clutch 10 includes an inner ring 11, an outer ring 12 surrounding the outer periphery of the inner ring 11, and a plurality of sprags 13 disposed between the inner ring 11 and the outer ring 12. The retainer 14 for holding the sprags 13 and the load applying device 15 are mainly provided.

  The inner ring 11 is a member having a function of transmitting rotation, and as shown in FIGS. 3 and 4, the inner ring 11 includes an outer peripheral surface 11 a having a circular cross section, and is configured to be rotatable around the axis O. The inner ring 11 is formed integrally with the input shaft 2 (see FIG. 2).

  The outer ring 12 is a member having a function of transmitting rotation together with the inner ring 11, and includes an inner circumferential surface 12a having a circular cross section facing the outer circumferential surface 11a of the inner ring 11, as shown in FIGS. Similarly to the above, it is configured to be rotatable around the axis O. The outer ring 12 is formed integrally with the carrier 3c (see FIG. 2).

  The sprag 13 is a member having a function of engaging the inner ring 11 and the outer ring 12, and includes engagement surfaces 13a and 13b (see FIG. 5) that contact the outer peripheral surface 11a and the inner peripheral surface 12a, respectively, and is shown in FIG. As described above, a plurality of outer circumferential surfaces 11a and inner circumferential surfaces 12a are arranged at equal intervals in the circumferential direction between the opposing surfaces.

  The sprag 13 is urged in the circumferential direction of the inner peripheral surface 11a and the outer peripheral surface 12a by a ribbon spring 16 (see FIG. 5). Here, the ribbon spring 16 will be described with reference to FIG. FIG. 5 is a partially enlarged cross-sectional view of the first clutch 10 showing the portion indicated by V in FIG. 4 in an enlarged manner.

  The ribbon spring 16 applies an urging force to the sprag 13 so that the engagement surfaces 13a and 13b are in contact with the outer peripheral surface 11a and the inner peripheral surface 12a. 5 is a member that generates a rotational moment, and is formed by applying a wave-like bending process to a metal material as shown in FIG. 5, and is configured to apply a biasing force to the sprag 13 using its elasticity. Yes. However, the ribbon spring 16 may be constituted by a coil spring.

  By applying a biasing force to the sprag 13 by the ribbon spring 16, the sprag 13 tilts in the self-locking direction so that the engaging surfaces 13a and 13b are in contact with the outer peripheral surface 11a and the inner peripheral surface 12a.

  As a result, as shown in FIG. 5, frictional force is generated at the contact A between the inner peripheral surface 12a and the engagement surface 13b and the contact B between the outer peripheral surface 11a and the engagement surface 13a, and the outer peripheral surface 11a and the inner peripheral surface. The sprags 13 are engaged with the inner ring 11 and the outer ring 12 only when the inner ring 11 and the outer ring 12 rotate in a predetermined direction due to the displacement of the contacts A and B in the circumferential direction of 12a.

  As a result, when the motor 121 rotates in the forward direction, the inner ring 11 rotates in the direction of the arrow Ri in FIG. 5 (hereinafter referred to as “lock direction”) with respect to the sprag 13, so that the sprag 13 is applied to the inner ring 11 and the outer ring 12. Are engaged, and the input rotation from the motor 121 is transmitted from the input shaft 2 to the carrier 3c. On the other hand, when the motor 121 rotates in the reverse direction, the inner ring 11 rotates in the counter arrow Ri direction (hereinafter referred to as “free direction”) in FIG. The sprag 13 tilts in the anti-self-locking direction against the urging force of the ribbon spring 16, and as a result, the engagement of the sprag 13 with the inner ring 11 and the outer ring 12 is released, and the input rotation from the input shaft 2 to the carrier 3c. Is interrupted.

  Further, when the outer ring 12 rotates in the direction of the arrow Ro in FIG. 5 (hereinafter referred to as “locking direction”) with respect to the sprag 13, the sprag 13 engages with the inner ring 11 and the outer ring 12 to input from the carrier 3 c. The rotation is transmitted to the shaft 2. On the other hand, when the outer ring 12 rotates with respect to the sprag 13 in the direction opposite to the arrow Ro in FIG. 5 (hereinafter referred to as “free direction”), the sprag 13 is attached to the ribbon spring 16 by the frictional force acting on the contact A. Tilt in the anti-self-lock direction against the force, and as a result, the engagement of the sprags 13 with the inner ring 11 and the outer ring 12 is released, and the transmission of rotation from the carrier 3c to the input shaft 2 is interrupted.

  Returning to FIG. 3 and FIG. The retainer 14 is a member that holds the sprag 13 so as to be tiltable in the circumferential direction of the outer peripheral surface 11a and the inner peripheral surface 12a. As shown in FIGS. 3 and 4, the retainer 14a, the load transmitting portion 14b, It is configured with. The holding part 14 a is a part that holds the sprag 13 and extends in the direction of the axis O as shown in FIGS. 3 and 4 and holds the upper end side of the sprag 13.

  The load transmitting portion 14b is a portion to which a load is transmitted from the load applying device 15, and extends in a direction intersecting with the direction of the axis O as shown in FIG. Thereby, compared with the case where the load transmission part 14b is extended in the axial center O direction, the dimension of the axial direction O of the holder | retainer 14 can be shortened, and size reduction of the 1st clutch 10 can be achieved.

  Further, as shown in FIG. 4, the load transmitting portion 14b is formed in a gear shape so that a load is transmitted from the load applying device 15 through a gear mechanism configured between the load transmitting portion 14b and a pinion 15b described later. It is configured. Thereby, the energy loss produced in the load transmission path from the load applying device 15 to the cage 14 can be reduced, and the load can be efficiently transmitted to the cage 14.

  The load applying device 15 is a device for applying a load to the sprags 13 against the urging force of the ribbon spring 16 and tilting the sprags 13 in the anti-self-lock direction (the anti-arrow S rotation direction in FIG. 5). As shown in FIGS. 3 and 4, the actuator 15a and the pinion 15b are provided.

  The actuator 15a is a power source that generates a load to be applied to the sprag 13. The actuator 15a includes an electric motor (an AC motor or a DC motor), and is configured to be driven by electric power supplied from a power source (not shown).

  Thus, since the actuator 15a is comprised with the electric motor, compared with the case where the actuator 15a is comprised with a cylinder, a solenoid, etc., for example, the structure of the load provision apparatus 15 can be simplified and size reduction can be achieved. it can.

  In addition, when the structure of the load applying device 15 is complicated, the load applying device 15 is increased in size, leading to an increase in the size of the first clutch 10. However, the structure of the load applying device 15 is simplified and downsized. If possible, the first clutch 10 can be downsized.

  The pinion 15b is a member for transmitting the motive power of the actuator 15a to the cage 14, and is formed in a gear shape that meshes with the load transmission portion 14b of the cage 14 as shown in FIG. 3, and is connected to the load transmission portion 14b. A gear mechanism is formed between them.

  The pinion 15b transmits the power of the actuator 15a to the retainer 14, so that a load is applied to the sprag 13 through the retainer 14. Thus, since the load application device 15 applies a load to the sprags 13 via the retainer 14, it is possible to apply a load to the plurality of sprags 13 at a time and efficiently apply a load to the sprags 13. Can do.

  According to the load applying device 15 configured as described above, by applying a load to the sprag 13 against the urging force of the ribbon spring 16, the sprag 13 is tilted in the anti-self-lock direction, and the inner ring 11 and The engagement of the sprag 13 with the outer ring 12 can be forcibly released.

  Thereby, even when the inner ring 11 rotates in the locking direction (arrow Ri direction in FIG. 5) with respect to the sprag 13 and when the outer ring 12 rotates in the locking direction (arrow Ro direction in FIG. 5) with respect to the sprag 13, Transmission of input rotation from the input shaft 2 to the carrier 3c and transmission of rotation from the carrier 3c to the input shaft 2 by forcibly releasing the engagement of the sprags 13 to the inner ring 11 and the outer ring 12 by the load applying device 15 Is cut off.

  Returning to FIG. The second clutch 20 is for restricting and releasing the rotation of the ring gear 3r. Since the second clutch 20 is configured in the same manner as the first clutch 10, detailed description thereof is omitted.

  However, in the first clutch 10, the inner ring 11 is formed integrally with the input shaft 2 and the outer ring 12 is formed integrally with the carrier 3c, whereas in the second clutch 20, the inner ring 11 is integrated with the ring gear 3r. The outer ring 12 is fixed to the case 1a that forms the outer shell of the power transmission device 1 so as not to rotate.

  Thereby, when the inner ring 11 rotates with respect to the sprag 13 in the locking direction (the direction of the arrow Ri in FIG. 5), the sprag 13 is engaged with the inner ring 11 and the outer ring 12, and the rotation of the ring gear Rg is restricted. . On the other hand, when the inner ring 11 rotates in the free direction (counter arrow Ri direction in FIG. 5) with respect to the sprag 13, the engagement of the sprag 13 with the inner ring 11 and the outer ring 12 is released, and the rotation of the ring gear Rg is restricted. Is released.

  In contrast, even when the inner ring 11 rotates in the locking direction with respect to the sprag 13, the ring gear Rg can be rotated by forcibly releasing the engagement of the sprag 13 with the inner ring 11 and the outer ring 12 by the load applying device 15. Will be lifted.

  The third clutch 30 is for transmitting the input rotation from the motor 121 to the carrier 3c when the motor 121 rotates in the reverse direction. Since the third clutch 30 is configured in the same manner as the first clutch 10 except that the load applying device 15 is omitted, detailed description thereof is omitted.

  However, in the first clutch 10, when the motor 121 rotates in the forward direction, the inner ring 11 rotates in the locking direction (the direction of the arrow Ri in FIG. 5) with respect to the sprag 13, but in the second clutch 20, the motor 121 is reversed. When rotating, the inner ring 11 is configured to rotate with respect to the sprag 13 in the locking direction (direction of arrow Ri in FIG. 5).

  Thus, when the motor 121 rotates in the reverse direction, the inner ring 11 rotates in the locking direction (the direction of the arrow Ri in FIG. 5) with respect to the sprag 13 so that the sprag 13 is engaged with the inner ring 11 and the outer ring 12. The input rotation from the motor 121 is transmitted from the input shaft 2 to the carrier 3c. On the other hand, when the motor 121 rotates in the forward direction, the inner ring 11 rotates in the free direction (counter arrow Ri direction in FIG. 5) with respect to the sprag 13 so that the sprag 13 is engaged with the inner ring 11 and the outer ring 12. The transmission of the input rotation from the input shaft 2 to the carrier 3c is interrupted.

  Further, when the outer ring 12 rotates in the locking direction (the direction of the arrow Ro in FIG. 5) with respect to the sprag 13, the sprag 13 engages with the inner ring 11 and the outer ring 12, and the carrier 3c rotates to the input shaft 2. Communicated. On the other hand, when the outer ring 12 rotates in the free direction (counter arrow Ro direction in FIG. 5) with respect to the sprag 13, the engagement of the sprag 13 with the inner ring 11 and the outer ring 12 is released, and the input shaft 2 from the carrier 3 c is released. Transmission of rotation to is interrupted.

  Next, the operating state of the power transmission device 1 configured as described above will be described with reference to FIGS. 6 to 9 are schematic views schematically showing the internal structure of the power transmission device 1. 6 to 9, (a) schematically shows a side view of the internal structure, and (b) schematically shows a front view of the internal structure.

  Here, in FIG. 6 to FIG. 9, the power transmission path is indicated by an arrow P for easy understanding. Further, in FIGS. 6B, 7B, 8B, and 9B, the rotation of the inner ring 11 and the outer ring 12 of the first clutch 10, the second clutch 20, and the third clutch 30 is performed. The directions are indicated by arrows R and F. The arrow R indicates that the rotation direction is the lock direction with respect to the sprag 13, and the arrow F indicates that the rotation direction is the free direction with respect to the sprag 13. The sizes of the arrows R and F represent the rotational speed.

  First, the operation state of the power transmission device 1 when the vehicle 100 moves forward will be described with reference to FIGS. 6 and 7. As shown in FIG. 6, when the vehicle 100 moves forward, the motor 121 rotates in the forward direction, so that the inner ring 11 of the first clutch 10 rotates in the locking direction and the inner ring 11 of the third clutch 30 rotates in the free direction.

  Here, when the load application device 15 of the first clutch 10 is operated, the engagement of the sprags 13 with the inner ring 11 and the outer ring 12 is released, so that the inner ring 11 is rotating in the locking direction. Even in this case, the transmission of the input rotation from the input shaft 2 to the carrier 3a is cut off.

  On the other hand, in the planetary gear device 3, when the sun gear 3s rotates, the rotation of the sun gear 3s is transmitted to the planetary gear 3p and also transmitted to the ring gear 3r via the planetary gear 3p. In this case, when the ring gear 3r rotates, the inner ring 11 of the second clutch 20 rotates in the locking direction, and the rotation of the ring gear 3r is restricted. As a result, the input rotation transmitted to the sun gear 3s is decelerated by the planetary gear 3p and transmitted to the output shaft 4 via the carrier 3c.

  In this case, the rotation in the free direction is input from the carrier 3c to the outer ring 12 of the first clutch 10, but the rotation speed of the inner ring 11 is higher than the rotation speed of the outer ring 12 in the first clutch 10, This is relatively equal to the state in which the inner ring 11 is rotating in the locking direction. Therefore, the transmission of the input rotation from the input shaft 2 to the carrier 3c is cut off by operating the load applying device 15 of the first clutch 10 and forcibly releasing the engagement of the sprags 13 with the inner ring 11 and the outer ring 12. Is done.

  On the other hand, as shown in FIG. 7, when the load application device 15 of the first clutch 10 is not operated, the sprag 13 is engaged with the inner ring 11 and the outer ring 12, so that the input rotation from the motor 121 is performed. Is transmitted from the input shaft 2 to the carrier 3c.

  In the planetary gear device 3, the input rotation is transmitted from the input shaft 2 to the sun gear 3s and the input rotation is transmitted from the input shaft 2 to the carrier 3c by the first clutch 10, so that the sun gear 3s and the carrier 3c are integrated. Rotate. In this case, the pinion gear 3p and the ring gear 3r also rotate integrally. Therefore, the inner ring 11 of the second clutch 20 rotates in the free direction and does not affect the transmission of the input rotation from the carrier 3c to the output shaft 4.

  Next, an operation state of the power transmission device 1 when the vehicle 100 is coasting (at the time of coasting) will be described with reference to FIG. As shown in FIG. 8, when the vehicle 100 is coasting, the carrier 3c rotates, so that the outer ring 12 of the first clutch 10 rotates in the free direction and the outer ring 12 of the third clutch 30 rotates in the locking direction. Therefore, rotation is transmitted from the carrier 3 c to the input shaft 2 by the third clutch 30.

  In the planetary gear device 3, since the inner ring 11 of the third clutch 30 and the sun gear 3s are integrally formed, the sun gear 3s and the carrier 3c rotate integrally. In this case, the pinion gear 3p and the ring gear 3r also rotate integrally. Therefore, the inner ring 11 of the second clutch 20 rotates in the free direction and does not affect the transmission of rotation from the carrier 3c to the input shaft 2.

  Therefore, when the vehicle 100 is coasting, the input shaft 2 rotates, so that the motor 121 can function as a generator. Thereby, energy can be saved by regenerating the power generated by the motor 121 to the power source.

  Next, with reference to FIG. 9, the operating state of the power transmission device 1 when the vehicle 100 moves backward will be described. As shown in FIG. 9, when the vehicle 100 moves backward, the motor 121 rotates in the reverse direction, whereby the inner ring 11 of the first clutch 10 rotates in the free direction and the inner ring 11 of the third clutch 30 rotates in the locking direction. Therefore, the input rotation from the motor 121 is transmitted from the input shaft 2 to the carrier 3c by the third clutch 30.

  In the planetary gear device 3, the input rotation is transmitted from the input shaft 2 to the sun gear 3s, and the input rotation is transmitted from the input shaft 2 to the carrier 3c by the third clutch 30, so that the sun gear 3s and the carrier 3c are integrated. Rotate. In this case, the pinion gear 3p and the ring gear 3r also rotate integrally. Therefore, rotation in the locking direction is input from the ring gear 3r to the inner ring 11 of the second clutch 20. Therefore, by operating the load applying device 15 of the second clutch 20 and forcibly releasing the engagement of the sprags 13 with the inner ring 11 and the outer ring 12, the rotation in the locking direction is input to the inner ring 11 Even in this case, the restriction on the rotation of the ring gear 3r is released. As a result, the input rotation transmitted to the carrier 3c is transmitted to the output shaft 4 while maintaining a constant speed.

  As described above, according to the power transmission device 1, when the vehicle 100 moves forward, the input rotation from the motor 121 can be shifted in two steps of constant speed and deceleration, so that the motor 121 can be used in a wide vehicle speed range from low speed to high speed. Can be used in an efficient rotation range, and the power of the motor 121 can be transmitted efficiently.

  Further, if the motor 121 can be used in an efficient rotation range in a wide range of vehicle speeds, a high-output motor is not required, and accordingly, an increase in the size of the apparatus accompanying the increase in the motor output is avoided. Thus, the size can be reduced.

  Further, compared with the conventional configuration in which the multi-plate clutch is intermittently engaged and the input rotation is changed, a hydraulic system for intermittently engaging the multi-plate clutch is not required, and the structure is simplified and the size is reduced. Can do. Furthermore, in the case of a configuration in which the multi-plate clutch is intermittently connected to change the input rotation, heat energy is released when the multi-plate clutch is connected, resulting in energy loss. The multi-plate clutch is not required and energy loss is prevented. be able to.

  Further, since the first clutch 10 performs switching of transmission and cutoff of the input rotation by tilting the sprag 13, compared to a configuration in which the sprag 13 is moved and switched, the operation amount of the sprag 13 can be reduced, The time required for switching can be shortened, and switching can be performed quickly. Furthermore, if the switching can be performed quickly, the inner ring 11 and the outer ring 12 do not run idle until the input rotation is transmitted from the blocked state, and an impact at the time of rotation transmission can be prevented.

  Moreover, according to the power transmission device 1, the input rotation can be shifted without requiring complicated control by switching between the operation and non-operation of the load applying device 15 of the first clutch 10. Therefore, as compared with the conventional configuration in which two multi-plate clutches are intermittently engaged and the input rotation is shifted, a smooth shift without interruption of power transmission can be realized and the double meshing of the planetary gear unit 3 can be realized. Can also be prevented.

  The power transmission device 1 further includes the third clutch 30 that transmits reverse power from the carrier 3c to the input shaft 2 when reverse power is input to the output shaft 4 so that the output shaft 4 rotates forward. Therefore, the power transmission state in which the power of the motor 121 is transmitted to the output shaft 4 and the reverse power input to the output shaft 4 are transmitted to the motor without switching the operation and non-operation of the load applying device 15 of the first clutch 10. The power transmission state transmitted to 121 can be switched. Therefore, control for switching the load applying device 15 of the first clutch 10 can be made unnecessary, and a shock at the time of switching the power transmission state can be prevented.

  Furthermore, when reverse power is input to the output shaft 4 so that the output shaft 4 rotates in the reverse direction, the planetary gear device 3 can be double-engaged. Therefore, for example, when the vehicle 100 is stopped uphill, the vehicle 100 can be prevented from retreating without operating the side brake or controlling the motor 121 so as to obtain a necessary driving force. In addition, when the vehicle 100 moves forward from the state where the climbing is stopped, the vehicle 100 can start by only driving the motor 121.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  In the above embodiment, the case where the power transmission device 1 is incorporated in the rear unit 120 of the vehicle 100 has been described. However, the present invention is not necessarily limited to this. For example, other vehicles (locomotives, passenger cars, freight cars, Naturally, it can be incorporated into a power transmission device such as a traveling device, a working device, and a machine tool of a special vehicle.

  In the above-described embodiment, the case where the actuator 15a is configured by an electric motor (AC motor or DC motor) has been described. However, the present invention is not necessarily limited to this, and other power sources can naturally be employed. Examples of other power sources include a DC motor, a hydraulic motor, a pneumatic cylinder, a hydraulic cylinder, an AC solenoid, and a DC solenoid.

  Here, when the actuator 15a is configured by a solenoid, the actuator 15a is not limited to the case where a load is applied to the sprag 13 by a gear mechanism or the like. For example, the actuator 15a is configured to apply a load to the sprag 13 using electromagnetic force. Also good.

  Although the description is omitted in the above embodiment, when the load application device 15 of the first clutch 10 is deactivated when the vehicle 100 moves forward, the load application device 15 of the second clutch 20 is operated to operate the inner ring 11 and The engagement of the sprag 13 with the outer ring 12 may be forcibly released.

  Similarly, when the vehicle 100 is coasting, the load applying device 15 of the first clutch 10 and the second clutch 20 may be operated to forcibly release the engagement of the sprags 13 to the inner rings 11 and the outer rings 12. .

DESCRIPTION OF SYMBOLS 1 Power transmission device 2 Input shaft 3 Planetary gear apparatus 3s Sun gear (a part of planetary gear apparatus)
3p planetary gear (part of planetary gear unit)
3r ring gear (part of planetary gear unit)
3c Carrier (part of planetary gear unit)
4 Output shaft 10 First clutch 11 Inner ring 11a Outer peripheral surface 12 Outer ring 12a Inner peripheral surface 13 Sprags 13a, 13b Engaging surface 14 Cage 15 Load applying device 16 Ribbon spring (biasing member)
20 Second clutch 30 Third clutch 121 Motor

Claims (5)

An input shaft to which the power of the motor is input, a planetary gear device to which the power is transmitted from the input shaft, and an output shaft to which the power is transmitted from the planetary gear device, and the planetary gear device includes: A sun gear that rotates when input rotation from a motor is transmitted, a plurality of planetary gears that mesh with the outer periphery of the sun gear, and a ring gear that meshes with the plurality of planetary gears and is rotatable about the center of rotation of the sun gear And a carrier that supports the plurality of planetary gears and is rotated around a rotation center of the sun gear to transmit the input rotation to the output shaft.
A first clutch configured to transmit the input rotation from the input shaft to the carrier and to block transmission of the input rotation from the input shaft to the carrier when the motor rotates forward;
When the motor rotates normally, and when the transmission of the input rotation from the input shaft to the carrier is interrupted by the first clutch, the rotation of the ring gear is restricted while the motor rotates normally. And when the input rotation is transmitted from the input shaft to the carrier by the first clutch, the second clutch for releasing the restriction of the rotation of the ring gear,
The first clutch is
An inner ring having an outer peripheral surface with a circular cross section and configured to be rotatable about an axis;
An outer ring having an inner peripheral surface with a circular cross section facing the outer peripheral surface of the inner ring and configured to be rotatable about the axis;
A plurality of sprags having engagement surfaces in contact with the outer peripheral surface and the inner peripheral surface and disposed in a circumferential direction between the outer peripheral surface and the inner peripheral surface;
A retainer that holds the sprag so as to be tiltable in a circumferential direction of the outer peripheral surface and the inner peripheral surface;
A biasing member that applies a biasing force to the sprag and tilts the sprag in the circumferential self-lock direction so that the engagement surface is in contact with the outer peripheral surface and the inner peripheral surface;
A load applying device that applies a load to the sprag against the urging force of the urging member and tilts the sprag in a direction opposite to the self-locking direction and in a circumferential anti-locking direction. A power transmission device configured as a switchable clutch provided.   The load application device of the first clutch is operated to transmit the input rotation from the carrier to the output shaft via the sun gear and the planetary gear, while the load application device of the first clutch is inactivated. The power transmission device according to claim 1, wherein the input rotation is transmitted from the carrier to the output shaft.   2. A third clutch for transmitting the reverse power from the carrier to the input shaft when reverse power is input to the output shaft so that the output shaft rotates forward. Or the power transmission device of 2. The third clutch transmits the input rotation from the input shaft to the carrier when the motor rotates in reverse.
4. The power transmission device according to claim 3, wherein the second clutch is configured by the switching clutch, and is configured to be able to release the restriction on the rotation of the ring gear when the motor rotates in the reverse direction. 5. .   When reverse power is input to the output shaft so that the output shaft rotates in the reverse direction, the load application device of the first clutch is deactivated, so that the input shaft from the carrier by the first clutch 5. The power transmission device according to claim 1, wherein the rotation of the ring gear is restricted by the second clutch simultaneously with the transmission of the reverse power.

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